Consolidated rig



Jan. 2, 1951 F. J. YOUNG 2 536 483 CONSOLIDATED RIG Filed July 29, 1944 4 Sheets-Sheet 1 vzjv i-W' F- J- YOUNG CONSOLIDATED RIG Jan. 2, 1951 4 Sheets-Sheet 2 Filed July 29, 1944 Jan. 2, 1951 4 Sheets-Sheet 4 Filed July 29, 1944 Patented Jan. 2, 1951 CONSOLIDATED RIG Forrest J. Young, Los Angeles, Calii'., assignor to The National Supply Company, Pittsburgh, Pa., a corporation of Pennsylvania Application July 29, 1944, Serial No. 547,264

4 Claims. (01. 254-187) This invention relates to consolidated rigs and is more particularly related to drilling rigs as employed in the drilling of wells.

It is an object of this invention to provide a consolidated rig wherein the operating elements as are combined in such a rig are so arranged as to permit of great flexibility of operation, greater utilization of the space in the derrick, and greater ease of control permitting the maximum utilization of power input to provide for the greatest efflciency of operation.

Another object of this invention is to provide a drilling rig which includes a novel arrangement of drum shaft, line shaft, multiple speed transmission and brake means so arranged as to permit for maximum utilization of the space available.

Another object of this invention is to provide a drilling rig including a hoisting mechanism composed of a drum shaft, line shaft or countershaft variable speed transmission and incorporating a hydraulic brake mounting operatively associated with the line or countershaft.

Another object of this invention is to provide a consolidated drilling rig which includes a line shaft and a drum shaft drawworks in which provision is made for driving the drum shaft from the line shaft through pneumatically operated friction clutches.

Other objects and advantages of this invention it is believed will be apparent from the following detailed description of a preferred embodiment thereof as illustrated in the accompanying drawings.

In the drawings:

Figure 1 is a schematic plan view of the drilling rig embodying my invention.

Figure 2 is a top'plan view of the drilling rig drawworks and transmission units illustrating only'a fragment of one engine.

Figure 3 is a side elevation of the structure wells.

The rotary unit A may be of any suitable or desirable construction as is commonly utilized in this art for rotating the drill pipe, not shown. The drawworks unit B is adapted to be positioned upon the derrick floor l in operative rela-v tion to the rotary machine A so that the rotary machine may be driven through the medium of the transmission connection 2 from the rotary machine drive sprocket 3 carried upon the drum shaft 4 of the drawworks B. The drawworks unit 13 includes the drum' shaft 4, a line or .1 countershaft 5 which carries a sand reel, and a cathead shaft 5, all of which are supported between spaced frame elements I and 8 which may be of any suitable or desirable construction and support bearings upon which the respective shafts are journaled.

Secured to the drum shaft 4 is a drum 9 which is customarily provided with brake rims ill at its opposed ends over which the brake bands are mounted in a manner well understood in the art.

Secured to a line shaft 5 is a sand reel Ii which likewise may be provided at its o posed ends with brake drums i2 upon which brake bands are mounted. The line shaft 5 is adapted to be driven from the driven sprocket [l3 of the transmission unit C through the medium of a multiple chain drive It which drives the line shaft driven sprocket l5 which is in turn secured to the line shaft 5. Mounted upon the line shaft 5 is a low speed drum shaft drive sprocket it over which there is mounted multiple drive chains ll which in turn drive a corresponding low speed drive sprocket l8 journaled on the drum shaft 4. At the opposed end of the line shaft 5 there is journaled upon the shaft 9. high speed drum shaft and rotary drive sprocket IS. A plurality of chains 20 connect the sprocket I! with a larger driven sprocket 2i iournaled on the end of the drum shaft 4 opposite to the low tion of the line or countershaft pneumatic clutch speed drive sprocket l8. Likewise journaledupon this drum shaft 4 in operativerelationship with the sprocket 2| is the rotary machine drive sprocket 3 which is adapted to be releasably or selectively clutched to the sprocket 2| through the medium of a clutch mechanism of the character illustrated in the co-pending application of M. R. Gallimore, filed August 4, 1944, Serial No. 548,019, for Sprocket Mounting, now Patent Number 2,421,875.

This clutch mechanism as indicated at 22 permits the sprocket 2| to be either clutched to the shaft 4 or to the rotary machine drive sprocket 3. The drive sprocket I!) for this transmission unit is releasably clutched to the line shaft 5 through the medium of a pneumatic clutch 23 as will hereinafter be specifically described.

Mounted in alignment. with the line shaft 5 is a shaft 24 upon which a hydraulic brake 25 is supported. The shaft 24 is adapted to be connected to the line shaft 5 through the medium of the housing of the clutch 23 and through the medium of the jaw clutch 98. The jaw clutch 98 provides the means for releasably clutching the shaft 24 to the housing of the clutch 23 and the housing of the clutch 23 is rotatably mounted upon the line shaft 5. The chain 20 is used for driving the spooling drum 9 from the line shaft 5 at a reduced speed and also for driving the brake 25 from the spooling drum 9 at a higher speed and independently of the line shaft 5.

Means are also provided whereby the cathead shaft 6 is driven, which means includes a sprocket 21 mounted on the drum shaft 4 in alignment with a driven sprocket 28 mounted on the cathead shaft 6 and connected through the medium of a drive chain.

The transmission unit C includes a driven shaft 29, an intermediate shaft 30 and a drive shaft 3|, providing a multiple speed and reverse drive between the engine unit D and the driven sprocket |5 secured to the'line shaft 5 of the drawworks. Interposed between the transmission unit C and the engine unit D is a pneumatically actuated clutch 32 which provides a means for selectively engaging driven shaft 29 of the unit C with the sprocket driven from i the engine 34 or 35 or directly with the engine 33. The driven sprocket l3 of the transmission unit C is secured to the driving shaft 3| and this driving shaft 3| is adapted to be driven in either forward or reverse direction through the medium of the driving connections provided between the shafts 29, 39 and the driven shaft 3| of the transmission unit C. The transmission unit C also provides a multiple speed drive and these speeds are provided by the chain and sprocket connections as indicated wherein the low speed drive is generally designated at 36, the I second speed transmission connection at 31, and the high speed connection at 38. The reverse drive is generally indicated at 39.

As heretofore stated, the transmission unit C is adapted to be driven from any one of the engines 33, 34 and 35 of the power unit D. The engine shaft 40 of the engine 33 is connected through the medium of a spacer coupling 4| (Figure 4) with the spider 42 of the clutch 32. The engines 34 and 35 have their transmission connections 43 and 44 related and connected so as to enable the driving of the sprocket 45 which is journaled on bearings 46 (Figure 4) on the shaft 29 of the transmission unit C and is secured to collar element 4'! of the clutch 32. The pump units E are adapted to be driven from the engines of the power unit D. The pump unit only utilizing such power as may be required for each individual operation.

The engine 33, as heretofore stated, is coupled through the clutch 32 with the transmission unit C. The engine 34 has its drive shaft 50 secured to an intermediate shaft 5| through the medium of a coupling 52. Journaled upon the shaft 5| is a multiple chain sprocket 53 which is adapted to be releasably clutched to the shaft 5| through the medium of a suitable clutch herein indicated as the jaw clutch 54.

The multiple chain 43 is trained over the sprocket 53 and in turn over the sprocket 45 of the transmission unit clutch 32. Journaled on the shaft 5| adjacent the multiple chain sprocket 53 is a second multiple chain sprocket 55 adapted to be driven from the engine 35 through the transmission connection 44. The sprocket 55 is adapted to be releasably coupled to the shaft 5| by means of a jaw clutch 56. The transmission connection 44 is driven by a multiple chain sprocket 51 journaled on the engine jack shaft 58 and operatively connected with the air operated friction clutch 59 in a manner to be hereinafter specifically set forth.

The jack shaft 58 is releasably coupled with the drive shaft of the engine 35 by means of an air operated clutch 59 of any suitable or'desirable construction. A coupling 60 is interposed in this transmission connection to provide for the-desired spacing of the engine 35. The three engines, 33, 34 and 35, together with their associat'ed shafts, are supported on a suitable framework indicated at 6| which provides a skid frame for each engine and these skid frames are coupled together by means of connecting frame members 62 and 62' which permits the transmission connections from the engines to be separately handled and the engines to be moved to their desired position on their respective skid frames.

The means for driving the pumps 48 and 49 of for carrying out'certain desirable operations inthe drilling of the well as, for example, to provide high pressure drilling fluid that may be required in certain fishing or corrective operations often necessarily carried out in the drilling procedure.

Thus it will be observed that the shaft 5| is positioned in line with the pump countershaft 63 and is adapted to be releasably coupled to the shaft 63 through the medium of an air-operated friction clutch 64. The pump countershaft 63 and clutch 64 aresupported by an extension of the skid frame SI of the engine 34.

Carried by the pump countershaft B3 is a multiple V-belt pulley 65 over which multiple V- belts are trained to drive driven V-belt pulley 66 of the pump 48. Similarly the pump 49 is driven by means of a multiple V-belt pulley transmission II from the engine countershaft It. The engine countershaft II is Journaled on suitable bearings carried by the frame members 82 and 62'. Means are provided so that the pump 4! may be driven at a reduced speed to give a high pressure output, which means includes the driving of the transmission connection 44 from the engine 38 through to the sprocket 5B which is then clutched to the engine countershaft 6| so as to drive the shaft ll from the engine 35. Secured to the shaft ii is a multiple chain sprocket ll over which there is trained a multiple chain 09 which drives the multiple chain sprocket "II Journaled upon the engine countershaft 58. A similar air-operated friction clutch II is provided for clutching the sprocket It to the shaft it so that the pump 4! is driven by means of the transmission connections I1.

The drawworks unit as illustrated in Figure 7 includes a hydraulic brake 25 which is positioned in alignment with and is adapted to be opera tively coupled to the lineshaft I so as to provide a brake means for braking the rotation of the drumshaft and hoisting drum carried thereby.

The hydraulic brake 25 is coupled to the lineshaft 5 in such manner as to permit it to be easily removed therefrom or so as to permit the displacement of the coupling means when it is necessary or desirable to repair or replace elements of the intervening clutch 23 which provides a portion of the coupling means between the lineshaft 5 and the shaft of the hydraulic brake 25. The connecting means are so arranged as to permit displacement thereof in such manner as to enable the repair or replacement of elements of the clutch without the necessity of moving either the drawworks o the hydraulic brake away from each other. The coupling means is preferably in the form illustrated in Figure 7 wherein it will be noted that the drive sprocket I! is carried upon and secured to clutch housing 13 of the clutch 23. The housin 13 is in turn journaled upon bearings I4 upon the projecting end of the shaft 5. The bearing 15 indicates the supporting bearing for the shaft 5 where it projects through the side plate 16 of the drawworks frame plate. I I

A clutch spider 11 is secured to the tapered end 18 of the shaft 5 so as to rotate therewith.

Carried slidably upon the clutch housing pins I9 is an intermediate clutch ring 80 and an inner clutch ring ll. A clutch piston 82 provides the outer clutch ring 83. Positioned'between these clutch rings are the clutch plates 84 and 85 carrying appropriate facings 86. Clutch rings 84 and l! are suitably splined as indicated at 81 to the clutch spider II.

The housing II has secured thereto by means of pins I9 an end plate 88 which in turn carries the clutch closure end cap l9v through the medium of the cap screws 90. The cap 8! is thus positioned in spaced relation away from the piston 82 providing a pressure chamber 9| which is sealed by means of a suitable packing 92 at its outer periphery and through the medium of a suitable annular seal 83 interposed between the interior bore of the cap 89 and the hydraulic fluid conduit 94 which extends axially through the shaft 95 of the hydraulic brake. Secured to the tapered end of the hydraulic brake shaft 95 is a coupling collar 9 upon the outer surface of which there is splined a jaw clutch collar 91. The clutch collar 91 is provided at its outer end with clutch jaws I. adapted to be engaged with corresponding clutch laws It formed on the end face of the cap 89.

The splines III which connect the coupling collar SI with the clutch collar .1 permit endwise movement .of the clutch collar 81 with relation to the collar 96 permitting the movement of the clutch jaws ll to the right as viewed in Figure 7 to a position which provides a gap between the end of the shaft and the end surface of the cap .9. The conduit 94 extends entirely through the brake shaft GI 'and may be withdrawn longitudinally therethrough upon release of the packing 02 and removal of the packing ring ill thereof.

The space provided between the end of the shaft 95 and the end of the cap 89 is sufllcient to permit the cap I! to be removed by removal of its permits access to the clutch 23 so that its corresponding elements may be removed and replaced or repaired as required. This operation is thus performed without the necessity of moving the drawworks unit B or removal of the heavy hydraulic brake 25 from their positions.

A rotary seal I02 is provided oetween the clutch spider l1 and the clutch-housing 13 The jaw clutch provided by the clutch collar 91 of the clutch Jaws 98 of the cap 89 provides the means for coupling the hydraulic brake 25 tothe lineshaft 5 so that it may be utilized to brake the rotation of the drumshaft 4 and the drum 3 carried thereby. It will thus be observed that the hydraulic brake 25 is removed to a position to the rear of the hoisting drum 9 and drumshaft 4 permitting greater freedom of access to the operating parts of the drawworks unit Band the controlsthereof (not illustrated).

Fluid under pressure is supplied through the conduit 84 and hence into the chamber SI and this fluid under pressure moves the piston 82 longitudinally of the shaft 5 to actuate the friction clutch and thereby couple the sprocket I! to the shaft 5.

In Figures 4 and 5 I have illustrated the struc.- ture of the pneumatic clutch employed for coupling the power units to the driven shaft 29 of the transmission unit C. As illustrated, this clutch includes a clutch spider I03 which is secured to the tapered end of the shaft 28 and is held in place by means of an end ring I secured to the end of the shaft by means of the screws I05. A clutch housing i8 is releasably coupled through the medium of the coupling ll to the drive shaft Iii of the engine 33. This coupling includes a pa r of. complementary coupling collars I01 and I08 which are splined to the internal coupling collars I09 and ii l0 respectively secured to the shaft 40 and to the stub shaft ill formed as an extension of the housin I". The coupling collars Hi1 and I08 are provided with radial flanges I I2 between which there is positioned a spacer ring H3 of a width which will permit longitudinal movement in the direction of the axis of the shaft 29 suflicient to permit the replacement and repair of the parts of the pneumatic clutch when the spacer ring H3 is removed. The spacer ring III is held in position by means of bolts ill and upon removal of these, bolts the collars I01 and I08 may be moved axially through the medium of their spline connection with the internal collars I08 and Ill suillcient to permit the spacer ring I It to drop out of position.

The assembly of the clutch "includes a clutch plate piston II! which is carried in concentric H6 and the cylinder wall II6 of the housing I06.

The clutch plate piston H is provided with a central axis plate II8 secured thereto by means of suitable screws, the removal of which permits access to the securing plate I04 for the spider I03 and hence to the packing assembly II9 which mounts the air spear I20 axially of the shaft 29 for the delivery of air under pressure back of the piston I I5 for the actuation of the clutch. Air under pressure is supplied to the hollow spear I20 through a longitudinal bore I2I formed lengthwise of the shaft 29, to the end of which shaft suitable pneumatic connection is provided for the supply of air under pressure for actuation of the clutch.

The clutch housing carries at its outer end an outer housing ring I22 which is seated upon an annular shoulder I23 of the housing I06 and provides an inwardly'extending flange from the seat I23 which acts to compress the annular packing ring II! in a packing recess formed in the cylinder I06.

The outer ring I22 carries a plurality of bolts I24 which extend through the clutch plate piston II5 through the intermediate clutch plate I25 and secures the opposite outer plate I26-in position. Interposed between the ring I22 and the clutch plate I26 are pins I21 carrying clutch springs I 28 which normally act to urge the clutch plates into separated position. The clutch spider I03 carries intermed'ate clutch plates I29 which carry suitable clutch facing I30. The clutch plates I29 are secured to the spider I03 at the splines I3I.

Secured within the inner aperture of the outer clutch plate I26 is the driving sprocket 45 which is rotatably supported coaxially of the shaft 29 upon axially spaced bearings 46 and I32.

The sprocket 45 includes an inwardly extending cylindrical portion I33 to the end of which there is secured a closure ring I34 which positions an annular packing ring I35 to maintain a fluidtight connection within the interior of the clutch assembly. As this clutch is pneumatically actuated through the medium of the air pressure supplied through the bore I2I formed in the shaft 29, it is apparent that upon failure of the source of air under pressure that the clutch could not be operated to provide a means of driving the rotary drilling rig in the event of failure of the pneumatic system.

For this reason I have provided a manual means in the clutch through the medium of which piston 5 may be moved in a direction of the axisof the shaft 29 to close the clutch in event of such failure.

The manual means provided include a plurality of set screws or studs I36 which are threaded through the outer housing ring I22 and extend into the interior thereof in position to engage the piston clutch ring II5 to thereby force the same in position to c.0se the clutch. Lock nuts I31 are provided for locking the said studs in their adjusted position. I

When it is desired to disassemble this clutch to make repairs or to replace the clutch plates thereof or to replace any of the packing elements, it is only necessary to remov th spacer ring I I3 as heretofore fully set forth to then remove the connecting bolts I24 which will permit the housing- I06 to be removed from the assembly. The

width of the spacer is determined by the amount the cylinder,wall II6 overlaps the cylinder surface provided by the piston II5. Of course it is not necessary that this spacer II3 be of a width to also accommodate for the width of the outer clutch housing ring I 22 as this may likewise be removed from the housing I06. Upon removal of these elements, it is apparent that the piston III may be removed if it is desired to replace any of the clutch plates or the lining thereof or if it is desired to repair or. replace the packing II9 the end plate II8 may be removed permitting access to this assembly.

It will be apparent from Figure 4 that a housing plate I38 is interposed between the housing ring I22 and the end plate I26. This ring is provided with suitable apertures enabling air to circulate to the clutch plates.

Having fully described m invention, it is to be understood that I do not wish to be limited to the details herein set forth, but my invention is of the full scope of the appended claims.

I claim:

1. In a drilling apparatus, the combination of a line shaft and a drum shaft, means for driving the drum shaft from the line shaft, said latter means including a clutch housing journaled on the line shaft and having a drum shaft drive sprocket secured thereto in position with a cor responding drum shaft driven sprocket mounted on the drum shaft, a clutch spider secured to the line shaft within the said housing, friction clutch means interposed between the spider and the housing, means for actuating the friction clutch means to establish a drive between the line shaft and the housing, brake means including a brake shaft mounted in position of alignment in relation to the line shaft, a pressure fluid conduit extended through the brake shaft for delivering fluid under pressure to a position within the clutch housing to actuate the said clutch means,

and means surrounding the said pressure fluid conduit for operatively connecting the brake shaft with the said clutch housing.

2. In a drawworks, the combination of a line shaft, means for driving the line shaft at a plurality of speeds, a drum shaft, a drum shaft driven sprocket journaled on the drum shaft, a friction clutch housing journaled on the line shaft, a drum shaft drive sprocket operatively secured to the housing in position of alignment with the drum shaft driven sprocket, a friction clutch spider secured to the line shaft, friction means interposed between the spider and the housing, pneumatic cylinder means mounted within the housing for actuating the said friction means under the influence of the pressure of a pneumatic fluid,

a brake means having a shaft spaced axially in end to end relation from the line shaft, means for conducting fluid under pressure through the brake shaft and into the clutch housing for actuating the clutch cylinder, and a releasable clutch means surrounding the latter said means for releasably clutching the brake shaft with the clutch housing. I

3. In a drawworks, the combination of a line shaft, means for driving the line shaft at a plupneumatic cylinder means mounted within the housing for actuating the said friction means under the influence of the pressure of a pneumatic fluid, a brake means having a shaft spaced axially in end to end relation from the line shaft, means for conducting fluid under pressure through the brake shaft and into the clutch housing for actuating the clutch cylinder, and a releasable clutch means surrounding the latter said means for releasably clutching the brake shaft with the clutch housing, the latter said clutch means including an element carried at the end of the brake shaft and adapted to be moved axially with relation to the brake shaft to permit access means with the drum shaft whereby the same may be rotated upon rotation of the drum shaft independently of the line shaft, a pneumatic clutch carried by th end of the line shaft and operative to releasably clutch the said journaled means with the line shaft, means for clutching the said journal means with the brake shaft in- 10 dependent of the line shaft, said means including an element interposed between the spaced ends of the line shaft and brake shaft and removable laterally from position to permit access to the clutch means for clutching the journal means to the line shaft without changing the position of the lin shaft or brake shaft.

FORREST J. YOUNG.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 957,602 Duryea et al May 10, 1910 v 998,499 Gordon July 18, 1911 1,171,341 Huff Feb. 8, 1916 1,402,481 Cowles Jan. 3, 1922 1,538,034 Frey May 19, 1925 1,974,740 Gehres Sept. 25, 1934 1,979,780 Turney Nov. 6, 1934 2,026,709 Sheldon Jan. 7, 1936 2,180,724 Sheldon Nov. 21, 1939 2,225,939 Baer Dec. 24, 1940 2,259,784 Spase Oct. 21, 1941 2,282,597 Archer May 12, 1942 2,304,350 Gillett Dec. 8, 1942 2,344,681 Deschner Mar. 21, 1944 2,351,851 Young June 20, 1944 2,403,322 Acton July 2, 1946 

